JP6327586B2 - Engine fuel injection control device - Google Patents

Description

  The present invention relates to an engine fuel injection control device, and more particularly to an engine fuel injection control device including a solenoid-type fuel injection valve (injector).

  Conventionally, a solenoid-type fuel injection valve is used to control the fuel injection valve so as to perform two or more fuel injections (referred to as multistage injection or split injection) for one combustion in an engine cylinder. The technology to do is known. When two or more fuel injections are performed, for example, when two fuel injections are performed, residual magnetism (in other words, residual magnetic flux) is generated in the solenoid of the fuel injection valve during the first fuel injection, It is known that at the second fuel injection, the response speed of the fuel injection valve becomes faster, the fuel injection starts earlier than the commanded time, and the fuel injection amount increases by the amount that the fuel injection valve opens earlier. ing. In particular, it is known that the shorter the injection interval in fuel injection, the larger the residual magnetism, and as a result, the second fuel injection is started earlier and the fuel injection amount is further increased.

  In response to the above problems, for example, Patent Document 1 discloses a fuel injection amount and fuel injection applied to the second fuel injection according to the residual magnetism generated in the solenoid of the fuel injection valve during the first fuel injection. A technique for correcting the time is disclosed.

JP-A-6-101552

  The magnitude of the residual magnetism of the solenoid of the fuel injection valve described above varies with time, specifically, attenuates with time. Therefore, in order to appropriately perform the correction according to the residual magnetism as in the technique described in Patent Document 1, the elapsed time after the fuel injection (corresponding to the time corresponding to the injection interval) is important. It becomes. However, in a general engine, in order to inject fuel at a desired piston position, the fuel injection timing is controlled based on the crank angle instead of the time, so that the fuel corresponding to the residual magnetism that changes over time The injection control cannot be executed properly. This is because the relationship between the crank angle and time changes as the crank angular speed changes according to the engine speed. That is, the change in the crank angular speed corresponding to the change in the engine speed changes the time difference corresponding to the injection interval defined according to the crank angle (the crank angle corresponding to the injection interval does not change). Note that Patent Document 1 has no description or suggestion regarding such a problem.

  The present invention has been made to solve the above-described problems of the prior art. For the second and subsequent fuel injections, the fuel injection valve is set based on the elapsed time after fuel injection instead of the crank angle. It is an object of the present invention to provide an engine fuel injection control device that can be appropriately controlled.

In order to achieve the above object, the present invention provides a fuel injection control device for an engine having a solenoid type fuel injection valve, the voltage detection means for detecting the voltage of the solenoid of the fuel injection valve, The attenuation characteristic of the residual voltage of the solenoid is a characteristic that attenuates as time elapses after the fuel injection. The attenuation characteristic calculation means that obtains the attenuation characteristic based on a change in the voltage detected by the voltage detection means, and depending on the operating state of the engine A fuel injection control means for setting a valve opening period of the fuel injection valve based on the fuel injection amount and controlling the fuel injection valve based on the valve opening period, the fuel injection control means being controlled by a damping characteristic calculation means. Fuel injection control means for estimating a residual voltage at the time of fuel injection from the obtained attenuation characteristic and correcting a valve opening period set based on the estimated residual voltage. Fuel injection control means, in the case of performing one of two or more fuel injection for combustion in the cylinder of the engine, injection interval of the fuel injection is set based on the crank angle, by injecting fuel If it is less than a predetermined time until the residual voltage of the solenoid disappears , the first fuel injection is controlled to open the fuel injection valve based on the crank angle, and the first fuel injection is performed for the second and subsequent fuel injections. The residual voltage is estimated from the attenuation characteristic based on the elapsed time after the injection, and control is performed to shorten the valve opening period of the fuel injection valve as the residual voltage increases .
In the present invention configured as described above, when the injection interval is short, for the second and subsequent fuel injections, control is performed to open the fuel injection valve based on the elapsed time after the first fuel injection. The fuel injection valve can be appropriately opened at a desired time without depending on the change in. An appropriate valve opening period corresponding to the residual magnetism (corresponding to the residual voltage) in the solenoid of the fuel injection valve at this valve opening timing can be applied to the fuel injection valve. Thereby, a desired fuel injection amount (required fuel injection amount) can be appropriately injected from the fuel injection valve without depending on the influence of the residual magnetism of the solenoid of the fuel injection valve. As a result, it is possible to appropriately suppress fluctuations in output torque and deterioration in emissions resulting from the fuel injection amount deviating from a desired amount. In addition, for the second and subsequent fuel injections, the crank angle for opening the fuel injection valve is converted into time (elapsed time after the first fuel injection), and the converted time is used to determine the solenoid of the fuel injection valve. The residual voltage is estimated from the decay characteristics of the residual voltage. Therefore, the estimation accuracy of the residual voltage of the solenoid of the fuel injection valve can be improved. Specifically, it is possible to appropriately estimate the residual voltage without depending on the change in the crank angular velocity.

In the present invention, it is preferable that the fuel injection control unit corrects the set valve opening period to be shorter as the residual voltage is larger, and controls the fuel injection valve based on the valve opening period.
According to the present invention configured as described above, an appropriate valve opening period according to the residual voltage corresponding to the residual magnetism can be applied to the fuel injection valve, and a desired fuel injection amount can be appropriately set from the fuel injection valve. It becomes possible to inject.

  In the present invention, preferably, the fuel injection control means converts a crank angle at which fuel injection should be performed for the second and subsequent times into an elapsed time after the first fuel injection based on the engine speed, and calculates the elapsed time. Based on this, it is preferable to perform control to open the fuel injection valve.

In the present invention, preferably, when the injection interval is equal to or longer than the predetermined time, the fuel injection control means sets the fuel injection valve based on the crank angle for the second and subsequent fuel injections as in the first fuel injection. Control to open the valve.
As a result, when the injection interval is equal to or longer than the predetermined time, that is, when it is not affected by the residual magnetism of the solenoid of the fuel injection valve, fuel injection can be appropriately performed at a desired piston position.

  According to the fuel injection control device for an engine of the present invention, the fuel injection valve can be appropriately controlled for the second and subsequent fuel injections based on the elapsed time after fuel injection instead of the crank angle.

1 is a schematic configuration diagram of an engine to which a fuel injection control device for an engine according to an embodiment of the present invention is applied. It is a block diagram which shows the electrical structure regarding the fuel-injection control apparatus of the engine by embodiment of this invention. It is explanatory drawing of the driving | operation area | region of the engine by embodiment of this invention. It is explanatory drawing of the division | segmentation injection by embodiment of this invention. It is a figure which shows the relationship between an injection interval and fuel injection quantity. It is a figure which shows the relationship between the elapsed time from the completion | finish of the 1st fuel injection, and a residual voltage (solenoid voltage). It is a figure which shows the relationship between a residual voltage and the time after issuing an injection instruction | indication until it opens. It is a figure which shows the relationship between the pulse width of the control signal supplied to a fuel injection valve, and fuel injection amount. It is explanatory drawing of the basic concept of the fuel-injection control by embodiment of this invention. It is a flowchart which shows the fuel-injection control by the 1st Example in embodiment of this invention. It is a flowchart which shows the fuel-injection control by the 2nd Example in embodiment of this invention.

  Hereinafter, an engine fuel injection control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

<Device configuration>
FIG. 1 shows a schematic configuration of an engine (engine body) 1 to which an engine fuel injection control device according to an embodiment of the present invention is applied, and FIG. 2 shows an engine fuel injection control device according to an embodiment of the present invention. It is a block diagram.

  The engine 1 is a gasoline engine that is mounted on a vehicle and supplied with fuel containing at least gasoline, and is compression self-ignition (specifically, premixed compression self-ignition called HCCI (Homogeneous-Charge Compression Ignition)). Is configured to do. The engine 1 includes a cylinder block 11 provided with a plurality of cylinders 18 (in FIG. 1, only one cylinder is illustrated, but four cylinders are provided in series, for example), and the cylinder block 11 is disposed on the cylinder block 11. The cylinder head 12 is provided, and an oil pan 13 is provided below the cylinder block 11 and stores lubricating oil. A piston 14 connected to the crankshaft 15 via a connecting rod 142 is fitted in each cylinder 18 so as to be able to reciprocate. A cavity 141 like a reentrant type in a diesel engine is formed on the top surface of the piston 14. The cavity 141 is opposed to a fuel injection valve 67 described later when the piston 14 is positioned near the compression top dead center. The cylinder head 12, the cylinder 18, and the piston 14 having the cavity 141 define a combustion chamber 19. The shape of the combustion chamber 19 is not limited to the shape illustrated. For example, the shape of the cavity 141, the top surface shape of the piston 14, the shape of the ceiling portion of the combustion chamber 19, and the like can be changed as appropriate.

  The engine 1 is set to a relatively high geometric compression ratio of 15 or more for the purpose of improving the theoretical thermal efficiency and stabilizing the compression ignition combustion described later. In addition, what is necessary is just to set a geometric compression ratio suitably in the range of about 15-20.

  The cylinder head 12 is provided with an intake port 16 and an exhaust port 17 for each cylinder 18. The intake port 16 and the exhaust port 17 have an intake valve 21 and an exhaust for opening and closing the opening on the combustion chamber 19 side. Each valve 22 is disposed.

  Of the valve systems that drive the intake valve 21 and the exhaust valve 22, respectively, on the exhaust side, the operation mode of the exhaust valve 22 is switched between a normal mode and a special mode, for example, a hydraulically operated variable valve lift mechanism (FIG. 2). (Hereinafter referred to as VVL (Variable Valve Lift)) 71 and a phase variable mechanism (hereinafter referred to as VVT (Variable Valve Timing)) 75 capable of changing the rotational phase of the exhaust camshaft with respect to the crankshaft 15. , Is provided. Although detailed illustration of the configuration of the VVL 71 is omitted, for example, two types of cams having different cam profiles, a first cam having one cam peak and a second cam having two cam peaks, and A cam shifting mechanism that selectively transmits the operating state of one of the first and second cams to the exhaust valve 22 is configured. In this example, when the operating state of the first cam is transmitted to the exhaust valve 22, the exhaust valve 22 operates in the normal mode in which the valve is opened only once during the exhaust stroke, whereas the operation of the second cam is performed. When the state is transmitted to the exhaust valve 22, the exhaust valve 22 is operated in a special mode in which the exhaust valve 22 is opened during the exhaust stroke and is also opened during the intake stroke so that the exhaust is opened twice. . The normal mode and the special mode of the VVL 71 are switched according to the operating state of the engine. Specifically, the special mode is used in the control related to the internal EGR. An electromagnetically driven valve system that drives the exhaust valve 22 by an electromagnetic actuator may be employed.

  The VVT 75 may employ a hydraulic, electromagnetic, or mechanical structure as appropriate, and illustration of the detailed structure is omitted. The exhaust valve 22 can continuously change its valve opening timing and valve closing timing within a predetermined range by the VVT 75. Further, the lift amount and the operation timing of the exhaust valve 22 provided in each of the plurality of cylinders 18 may be controlled by the VVL 71 and the VVT 75 separately for each cylinder 18.

  The execution of the internal EGR is not realized only by opening the exhaust valve 22 twice as described above. For example, the internal EGR control may be performed by opening the intake valve 21 twice or by opening the intake valve twice, or by providing a negative overlap period in which both the intake valve 21 and the exhaust valve 22 are closed in the exhaust stroke or the intake stroke. Internal EGR control that causes the fuel gas to remain in the cylinder 18 may be performed.

  As shown in FIG. 2, a VVL 74 and a VVT 72 are provided on the intake side in the same manner as the valve system on the exhaust side provided with the VVL 71 and the VVT 75. The intake side VVL 74 is different from the exhaust side VVL 71. For example, the VVL 74 on the intake side includes two types of cams having different cam profiles, a large lift cam that relatively increases the lift amount of the intake valve 21 and a small lift cam that relatively decreases the lift amount of the intake valve 21. A cam shifting mechanism that selectively transmits an operating state of one of the large lift cam and the small lift cam to the intake valve 21 is included. In this example, when the VVL 74 is transmitting the operating state of the large lift cam to the intake valve 21, the intake valve 21 is opened with a relatively large lift amount and the valve opening period is also long. On the other hand, when the VVL 74 is transmitting the operating state of the small lift cam to the intake valve 21, the intake valve 21 is opened with a relatively small lift amount and the valve opening period is also shortened. The large lift cam and the small lift cam are set to be switched at the same valve closing timing or valve opening timing.

  As with the VVT 75 on the exhaust side, the intake-side VVT 72 may adopt a known hydraulic, electromagnetic, or mechanical structure as appropriate, and the detailed structure is not shown. The valve opening timing and the valve closing timing of the intake valve 21 can also be continuously changed within a predetermined range by the VVT 72. Further, the lift amount and the operation timing of the intake valve 21 provided in each of the plurality of cylinders 18 may be controlled by the VVL 74 and the VVT 72 separately for each cylinder 18. Note that, instead of applying the VVL 74 to the intake side, only the VVT 72 may be applied and only the valve opening timing and the valve closing timing of the intake valve 21 may be changed.

  In addition, a solenoid-type fuel injection valve 67 that directly injects fuel into the cylinder 18 is attached to the cylinder head 12 for each cylinder 18. For example, the fuel injection valve 67 is configured to be opened by applying a predetermined voltage, and thereafter to maintain a valve open state by continuing to apply a predetermined current (holding current) (voltage). Is stopped when a current is applied). Further, the fuel injection valve 67 is disposed so that the nozzle hole faces the inside of the combustion chamber 19 from the central portion of the ceiling surface of the combustion chamber 19. The fuel injection valve 67 directly injects an amount of fuel into the combustion chamber 19 at an injection timing set according to the operating state of the engine 1 and according to the operating state of the engine 1. In this example, the fuel injection valve 67 is a multi-injector type injector having a plurality of injection holes, although detailed illustration is omitted. Thus, the fuel injection valve 67 injects fuel so that the fuel spray spreads radially from the center position of the combustion chamber 19. At the timing when the piston 14 is positioned near the compression top dead center, the fuel spray injected radially from the central portion of the combustion chamber 19 flows along the wall surface of the cavity 141 formed on the top surface of the piston. It can be paraphrased that the cavity 141 is formed so that the fuel spray injected at the timing when the piston 14 is located near the compression top dead center is contained therein. The combination of the multi-injection type fuel injection valve 67 and the cavity 141 is an advantageous configuration for shortening the mixture formation period and shortening the combustion period after fuel injection. The fuel injection valve 67 is not limited to a multi-injection type injector, and may be an outside-opening type injector.

  A fuel tank (not shown) and the fuel injection valve 67 are connected to each other by a fuel supply path. A fuel supply system 62 including a fuel pump 63 and a common rail 64 and capable of supplying fuel to the fuel injection valve 67 at a relatively high fuel pressure is interposed on the fuel supply path. The fuel pump 63 pumps fuel from the fuel tank to the common rail 64, and the common rail 64 can store the pumped fuel at a relatively high fuel pressure. When the fuel injection valve 67 is opened, the fuel stored in the common rail 64 is injected from the injection port of the fuel injection valve 67. Here, although not shown, the fuel pump 63 is a plunger type pump and is driven by the engine 1. The fuel supply system 62 configured to include this engine-driven pump makes it possible to supply fuel with a high fuel pressure of 30 MPa or more to the fuel injection valve 67. The fuel pressure may be set to about 120 MPa at the maximum. The pressure of the fuel supplied to the fuel injection valve 67 is changed according to the operating state of the engine 1. The fuel supply system 62 is not limited to this configuration.

  An ignition plug 25 for forcibly igniting the air-fuel mixture in the combustion chamber 19 (specifically, spark ignition) is also attached to the cylinder head 12. In this example, the spark plug 25 is disposed through the cylinder head 12 so as to extend obliquely downward from the exhaust side of the engine 1. The tip of the spark plug 25 is disposed facing the cavity 141 of the piston 14 located at the compression top dead center.

  As shown in FIG. 1, an intake passage 30 is connected to one side of the engine 1 so as to communicate with the intake port 16 of each cylinder 18. On the other hand, an exhaust passage 40 for discharging burned gas (exhaust gas) from the combustion chamber 19 of each cylinder 18 is connected to the other side of the engine 1.

  An air cleaner 31 that filters intake air is disposed at the upstream end of the intake passage 30, and a throttle valve 36 that adjusts the amount of intake air to each cylinder 18 is disposed downstream thereof. A surge tank 33 is disposed near the downstream end of the intake passage 30. The intake passage 30 on the downstream side of the surge tank 33 is an independent passage branched for each cylinder 18, and the downstream end of each independent passage is connected to the intake port 16 of each cylinder 18.

  The upstream portion of the exhaust passage 40 is constituted by an exhaust manifold having an independent passage branched for each cylinder 18 and connected to the outer end of the exhaust port 17 and a collecting portion where the independent passages gather. A direct catalyst 41 and an underfoot catalyst 42 are connected downstream of the exhaust manifold in the exhaust passage 40 as exhaust purification devices for purifying harmful components in the exhaust gas. Each of the direct catalyst 41 and the underfoot catalyst 42 includes a cylindrical case and, for example, a three-way catalyst disposed in a flow path in the case.

  A portion between the surge tank 33 and the throttle valve 36 in the intake passage 30 and a portion upstream of the direct catalyst 41 in the exhaust passage 40 are used for returning a part of the exhaust gas to the intake passage 30. They are connected via a passage 50. The EGR passage 50 includes a main passage 51 in which an EGR cooler 52 for cooling the exhaust gas with engine coolant is disposed. The main passage 51 is provided with an EGR valve 511 for adjusting the recirculation amount of the exhaust gas to the intake passage 30.

  The engine 1 is controlled by a powertrain control module (hereinafter referred to as “PCM”) 10. The PCM 10 includes a microprocessor having a CPU, a memory, a counter timer group, an interface, and a path connecting these units. This PCM 10 constitutes a controller.

As shown in FIGS. 1 and 2, detection signals from various sensors SW1, SW2, and SW4 to SW18 are input to the PCM 10. Specifically, on the downstream side of the air cleaner 31, the PCM 10 includes a detection signal of an air flow sensor SW 1 that detects a flow rate of fresh air, a detection signal of an intake air temperature sensor SW 2 that detects the temperature of fresh air, and an EGR passage 50. The detection signal of the EGR gas temperature sensor SW4 that is disposed in the vicinity of the connection portion with the intake passage 30 and detects the temperature of the external EGR gas, and the intake air that is attached to the intake port 16 and immediately before flowing into the cylinder 18 The detection signal of the intake port temperature sensor SW5 for detecting the temperature, the detection signal of the in-cylinder pressure sensor SW6 attached to the cylinder head 12 and detecting the pressure in the cylinder 18, and the vicinity of the connection portion of the EGR passage 50 in the exhaust passage 40 And the detection signals of the exhaust temperature sensor SW7 and the exhaust pressure sensor SW8 that detect the exhaust temperature and the exhaust pressure, respectively. And it is disposed on the upstream side of the direct catalyst 41, disposed between the detection signal of the linear O ₂ sensor SW9 for detecting the oxygen concentration in the exhaust gas, the direct catalyst 41 and underfoot catalyst 42 and the exhaust A detection signal of a lambda O ₂ sensor SW10 that detects the oxygen concentration of the engine, a detection signal of a water temperature sensor SW11 that detects the temperature of engine cooling water, a detection signal of a crank angle sensor SW12 that detects the rotation angle of the crankshaft 15, A detection signal of an accelerator opening sensor SW13 that detects an accelerator opening corresponding to an operation amount of an accelerator pedal (not shown) of the vehicle, detection signals of intake side and exhaust side cam angle sensors SW14 and SW15, and a fuel supply system A fuel pressure sensor SW that is attached to the common rail 64 of 62 and detects the fuel pressure supplied to the fuel injection valve 67 6, a detection signal of the hydraulic sensor SW 17 that detects the hydraulic pressure of the engine 1, a detection signal of the oil temperature sensor SW 18 that detects the oil temperature of the engine 1, and the voltage of the solenoid of the fuel injection valve 67 (hereinafter referred to as appropriate) A detection signal of a voltage sensor SW19 as voltage detection means for detecting “solenoid voltage”) is input. The voltage sensor SW19 may be provided at any location on the wiring connected to the solenoid of the fuel injection valve 67 from the PCM 10 for supplying a control signal for driving the solenoid.

  The PCM 10 determines the state of the engine 1 and the vehicle by performing various calculations based on the above detection signals, and accordingly, the fuel injection valve 67, the spark plug 25, the intake valve side VVT 72 and VVL 74, the exhaust gas Control signals are output to the VVT 75 and VVL 71 on the valve side, the fuel supply system 62, and actuators of various valves (throttle valve 36, EGR valve 511). Thus, the PCM 10 operates the engine 1. In this embodiment, the PCM 10 functions as an “engine fuel injection control device” in the present invention, and in particular controls the fuel injection valve 67. Specifically, the PCM 10 corresponds to “fuel injection control means” and “attenuation characteristic calculation means” in the present invention.

<Operation area>
Next, with reference to FIG. 3, the operating region of the engine according to the embodiment of the present invention will be described. FIG. 3 shows an example of the operation control map of the engine 1. For the purpose of improving fuel consumption and exhaust emission performance, the engine 1 does not perform ignition by the spark plug 25 in the first operating region R11, which is a low load region where the engine load is relatively low. Performs compression ignition combustion by ignition. However, as the load on the engine 1 increases, in this compression ignition combustion, the combustion becomes too steep and combustion noise is generated, and it becomes difficult to control the ignition timing (prone to misfire and the like). It is in). Therefore, in this engine 1, in the second operating region R12, which is a high load region where the engine load is relatively high, forced ignition combustion (here, spark ignition combustion) using the spark plug 25 is used instead of compression ignition combustion. To do. As described above, the engine 1 has a CI (Compression Ignition) operation for performing an operation by compression ignition combustion and an SI (Spark Ignition) operation for performing an operation by spark ignition combustion in accordance with an engine operation state, in particular, an engine load. And is configured to switch between.

<Split injection>
Next, split injection according to an embodiment of the present invention will be described with reference to FIG. FIG. 4 shows a crank angle in the horizontal direction and a control signal (in other words, a drive signal, expressed by voltage and / or current) supplied from the PCM 10 to the fuel injection valve 67 in the vertical direction. In FIG. 4, symbol T indicates an interval (injection interval) between adjacent fuel injections at the time of divided injection. This injection interval T is from the end of the previous fuel injection to the start of the current fuel injection. Time (basically expressed by the crank angle). In addition, the symbol PW indicates the pulse width of the control signal (pulse signal) supplied from the PCM 10 to the fuel injection valve 67. This pulse width PW corresponds to the valve opening period of the fuel injection valve 67. The valve opening period is also called an invalid injection period.

  In the example shown in FIG. 4, the PCM 10 controls the fuel injection valve 67 so as to perform fuel injection divided into three times. For example, in the first operation region R11 in which the CI operation described above is performed, the PCM 10 performs the divided injection in order to form a homogeneous air-fuel mixture to ensure ignitability and the like and performs the SI operation described above. In the second operation region R12, the split injection is performed in order to suppress abnormal combustion (particularly, pre-ignition in which the air-fuel mixture self-ignites before the ignition timing). In this case, the PCM 10 performs split injection over the intake stroke and the compression stroke. In addition, although the example which performs 3 times of division | segmentation injection was shown in FIG. 4, it is not limited to performing 3 times of division | segmentation injection, You may perform 2 or 4 times or more division | segmentation injection.

<Fuel injection control>
Next, fuel injection control executed by the PCM 10 for the fuel injection valve 67 in the embodiment of the present invention will be described. In the present embodiment, the PCM 10 performs fuel injection control on the fuel injection valve 67 based on the residual magnetism (corresponding to the residual voltage) generated in the solenoid of the fuel injection valve 67. Therefore, first, the residual voltage generated in the solenoid of the fuel injection valve 67 will be described with reference to FIGS.

  FIG. 5 shows the relationship between the injection interval (horizontal axis) in the fuel injection from the fuel injection valve 67 and the fuel injection amount (vertical axis) from the fuel injection valve 67. Specifically, the injection interval on the horizontal axis indicates the interval between the first fuel injection and the second fuel injection, and the fuel injection amount on the vertical axis indicates the fuel injection amount in the second fuel injection. ing. As shown in FIG. 5, when the interval between the first fuel injection and the second fuel injection is shortened, more specifically, when the injection interval is equal to or less than a predetermined value T1 (for example, 3 msec), the second injection is performed as the injection interval is shortened. It can be seen that the fuel injection amount in this fuel injection increases.

  Such a phenomenon is considered to be caused by residual magnetism (in other words, residual magnetic flux) generated in the solenoid of the fuel injection valve 67 during the first fuel injection as described above. That is, residual magnetism is generated in the solenoid of the fuel injection valve 67 at the time of the first fuel injection, whereby the response speed of the fuel injection valve 67 is increased at the time of the second fuel injection, and the fuel is earlier than the commanded time. It is considered that the fuel injection amount is increased by the amount that the fuel injection valve 67 is opened early as the injection is started. In particular, the shorter the fuel injection interval, the greater the residual magnetism of the solenoid of the fuel injection valve 67. As a result, the second fuel injection is started earlier, and the fuel injection amount is considered to have increased. .

  Here, it is difficult to actually measure the residual magnetism of the solenoid of the fuel injection valve 67 as described above. The inventors of the present invention have found that the voltage of the solenoid of the fuel injection valve 67 changes according to the residual magnetism of the solenoid. The voltage of this solenoid can be easily detected by providing the voltage sensor SW19 on the wiring connecting the PCM 10 and the solenoid of the fuel injection valve 67. Therefore, in this embodiment, the residual voltage (solenoid voltage) corresponding to the residual magnetism is detected by the voltage sensor SW19, and the fuel injection control for the fuel injection valve 67 is performed based on this residual voltage.

Next, FIG. 6 shows the relationship between the elapsed time (horizontal axis) from the end of the first fuel injection and the solenoid voltage (vertical axis) corresponding to the residual voltage detected by the voltage sensor SW19. ing. As shown in FIG. 6, after the first fuel injection is finished, that is, after the application of current to the solenoid is finished so as to close the fuel injection valve 67, a residual voltage is generated in the solenoid of the fuel injection valve 67. . Such a residual voltage of the solenoid is detected as a negative value by the voltage sensor SW19. The residual voltage of the solenoid is a voltage corresponding to a general expression “1 / 2LI ² ” indicating energy stored in the coil (“I” is a current and “L” is an inductance of the coil). The initial value of the residual voltage is a value corresponding to the current value of the solenoid immediately before the application of the current to the solenoid of the fuel injection valve 67 is finished. Basically, since the current value at this time is a substantially constant value, the initial value of the residual voltage is also a substantially constant value. However, the fuel injection valve 67 may change due to deterioration over time, individual differences, fuel pressure supplied to the fuel injection valve 67, and the like.

  Furthermore, as shown in FIG. 6, the residual voltage of the solenoid has a constant value for a certain period, but thereafter gradually decreases with the passage of time. In this case, the residual voltage of the solenoid is attenuated according to a predetermined exponential function. This exponential function is also basically determined uniquely, but may change due to individual differences, temperature characteristics, aging, etc. of the fuel injection valve 67. In one example, the residual voltage of the solenoid becomes 0 after about 5 msec from the end of the first fuel injection.

  From the relationship between the elapsed time from the first fuel injection and the residual voltage, when the injection interval between the first fuel injection and the second fuel injection is relatively short, Since the residual voltage is relatively large, the fuel injection timing and the fuel injection amount in the second fuel injection are affected by the residual voltage. In addition, the shorter the injection interval, the larger the residual voltage at the time of the second fuel injection, so the degree of influence of the fuel injection timing and fuel injection amount on the second fuel injection from the residual voltage increases. On the other hand, when the injection interval between the first fuel injection and the second fuel injection is relatively long, the residual voltage is 0 at the second fuel injection, so the fuel injection in the second fuel injection The timing and fuel injection amount are not affected by the residual voltage.

  In the present embodiment, the temporal change characteristic (attenuation characteristic) in the residual voltage of the solenoid of the fuel injection valve 67 as shown in FIG. 6 is obtained based on the detection signal of the voltage sensor SW19. For example, the detection signal of the voltage sensor SW19 is obtained every predetermined time, and the attenuation characteristic of the residual voltage is obtained as needed based on the detection signal.

  Next, FIG. 7 shows the residual voltage (horizontal axis) of the solenoid of the fuel injection valve 67 and the fuel injection valve after giving an injection instruction to the fuel injection valve 67 (from the timing when the control signal is supplied to the fuel injection valve 67). 67 shows a relationship with time (horizontal axis) until the valve 67 is actually opened. Here, the residual voltage is shown as a negative value. As shown in FIG. 7, as the residual voltage (absolute value) of the solenoid increases, the fuel injection valve 67 opens earlier, that is, fuel injection from the fuel injection valve 67 starts earlier. This is because the response speed of the fuel injection valve 67 increases as the residual voltage (absolute value) of the solenoid when the injection instruction is issued is increased. Thus, when the fuel injection valve 67 is opened early, the fuel injection amount is increased by the amount that the fuel injection valve 67 is opened earlier.

  Next, FIG. 8 shows the relationship between the pulse width (horizontal axis) of the control signal supplied to the solenoid of the fuel injection valve 67 and the fuel injection amount (vertical axis) from the fuel injection valve 67. In FIG. 8, graph G11 shows the relationship between the pulse width and fuel injection amount for the first fuel injection, and graph G12 shows the relationship between the pulse width and fuel injection amount for the second fuel injection. Yes. Specifically, in the graph G12, when the injection interval between the first fuel injection and the second fuel injection is relatively short (that is, the residual voltage of the solenoid generated in the first fuel injection is the second fuel injection). The relationship between the pulse width of the control signal and the fuel injection amount in the case of having an influence on the fuel injection amount is shown. The pulse width of the control signal shown on the horizontal axis corresponds to the valve opening period of the fuel injection valve 67 as described above. As shown in FIG. 8, basically, as the pulse width of the control signal becomes longer, that is, as the valve opening period of the fuel injection valve 67 becomes longer, the fuel injection amount increases almost linearly. More specifically, when the pulse width of the control signal is equal to or greater than a predetermined value, the rate of change (slope) of the fuel injection amount with respect to the pulse width becomes gentler than when the pulse width of the control signal is less than the predetermined value.

  Further, as shown in FIG. 8, a graph G12 showing the relationship between the pulse width and the fuel injection amount in the second fuel injection is a graph showing the relationship between the pulse width and the fuel injection amount in the first fuel injection. It is shifted to the left as a whole with respect to G11 (specifically, parallel movement). This indicates that when the same pulse width is applied, the fuel injection amount in the second fuel injection is larger than the fuel injection amount in the first fuel injection (in other words, the same fuel injection amount is injected). This indicates that the pulse width in the second fuel injection is shorter than the pulse width in the first fuel injection). This is because the residual voltage of the solenoid at the time of the second fuel injection is large because the injection interval between the first fuel injection and the second fuel injection is short, so that the fuel injection at the second fuel injection is performed. This is because the amount of fuel injection is increased by the amount that the valve 67 is opened early.

  In the present embodiment, the PCM 10 is configured such that when the injection interval between the first fuel injection and the second fuel injection is short, specifically, the residual voltage of the solenoid generated by the first fuel injection is the second fuel injection. In such a case, the relationship between the pulse width of the control signal supplied to the fuel injection valve 67 and the fuel injection amount from the fuel injection valve 67 (see graph G12) is obtained in advance. . Based on such a relationship, the PCM 10 sets the pulse width of the control signal corresponding to the fuel injection amount so that a desired fuel injection amount (required fuel injection amount) can be obtained in the second fuel injection. The present invention is applied to the fuel injection valve 67. For example, for various injection intervals, the relationship between the pulse width of the control signal and the fuel injection amount is obtained in advance, and the PCM 10 determines the first fuel injection and the second fuel from among such a plurality of relationships. The one corresponding to the actual injection interval with the injection is selected, and the pulse width of the control signal corresponding to the desired fuel injection amount is applied based on the selected relationship. In this case, the PCM 10 applies the pulse width obtained by correcting the original pulse width (the pulse width of the control signal corresponding to the fuel injection amount, which is applied first) to the second fuel injection. .

  Next, the basic concept of the fuel injection control according to the embodiment of the present invention will be described more specifically with reference to FIG. FIG. 9 shows the crank angle in the horizontal direction and the control signal (pulse signal) supplied from the PCM 10 to the fuel injection valve 67 in the vertical direction. As shown in FIG. 9, in this embodiment, the PCM 10 has an injection interval T2 between the first fuel injection and the second fuel injection less than a predetermined time (for example, a time corresponding to the predetermined value T1 in FIG. 5). In some cases, the pulse width PW2 obtained by correcting the original pulse width PW1 of the control signal to be shorter (see arrow A1) is applied to the second fuel injection. Correcting the pulse width of the control signal in this way is equivalent to shortening the valve opening period of the fuel injection valve 67. In this case, the PCM 10 performs only correction for shortening the pulse width of the control signal applied to the second fuel injection, and the timing for starting the second fuel injection (in other words, the timing for opening the fuel injection valve 67). ) Is fixed.

  More specifically, in this embodiment, the PCM 10 obtains an attenuation characteristic in the residual voltage of the solenoid of the fuel injection valve 67 from the solenoid voltage detected by the voltage sensor SW19 (see FIG. 6), and 2 based on this attenuation characteristic. A residual voltage at the time of the second fuel injection is estimated, and a pulse PW2 to be applied to the second fuel injection is determined based on the estimated residual voltage. In one example, the PCM 10 preliminarily defines the relationship between the pulse width of the control signal and the fuel injection amount as a map for various residual voltages at the time of the second fuel injection based on the residual voltage attenuation characteristics and the like. (For example, a map as shown in the graph G12 is defined for various residual voltages). From such a map, the residual voltage at the time of actual second fuel injection (the estimated residual voltage can be used). (Or the residual voltage detected by the voltage sensor SW19 may be used), and a pulse width of a control signal corresponding to a desired fuel injection amount to be realized is applied based on the selected map. To do. In another example, the PCM 10 preliminarily defines the relationship between the pulse width of the control signal and the fuel injection amount as a map for various injection intervals based on the attenuation characteristics of the residual voltage (for example, as shown in the graph G12). Such a map is defined for various injection intervals), a map corresponding to the injection interval T2 to be actually applied is selected from such maps, and a desired one to be realized based on the selected map is selected. The pulse width of the control signal corresponding to the fuel injection amount is applied.

  Further, in this embodiment, the PCM 10 performs control for opening the fuel injection valve 67 based on the crank angle CR1 for the first fuel injection, but instead of the crank angle CR2 for the second fuel injection. Control is performed to open the fuel injection valve 67 based on the elapsed time after the first fuel injection. These crank angles CR1 and CR2 are timings for starting fuel injection set according to the operating state of the engine 1 (timing for opening the fuel injection valve 67). More specifically, in the present embodiment, the PCM 10 monitors the crank angle detected by the crank angle sensor SW12 for the first fuel injection, and the crank angle detected by the crank angle sensor SW12 becomes the crank angle CR1. The fuel injection valve 67 is opened at this timing, and the second fuel injection is performed by a timer from the time when the first fuel injection is completed without referring to the crank angle detected by the crank angle sensor SW12. Counting up is performed, and the fuel injection valve 67 is opened at the timing when the counted up time becomes the time corresponding to the injection interval T2. In this case, the PCM 10 sets the crank angle CR2 at which the second fuel injection is to be performed, based on the current engine speed, the time from the end of the first fuel injection (the time corresponding to the injection interval T2). The fuel injection valve 67 is controlled to open using the converted time as the determination time.

  Hereinafter, specific examples (first and second examples) of fuel injection control according to the embodiment of the present invention will be described.

(First embodiment)
The fuel injection control according to the first embodiment of the present invention will be described with reference to FIG. FIG. 10 is a flowchart showing the fuel injection control according to the first embodiment of the present invention. This flow is repeatedly executed by the PCM 10.

  First, in step S11, the PCM 10 acquires an injection pattern for injecting fuel from the fuel injection valve 67 according to the operating state of the engine 1 (engine speed, engine load, required output from the driver, etc.). In this injection pattern, for example, the number of times fuel injection is divided, the fuel injection timing, the fuel injection period (fuel injection amount), and the like are defined.

  Next, in step S12, the PCM 10 obtains an injection interval between the first fuel injection and the second fuel injection from the injection pattern acquired in step S11, and this injection interval is a predetermined time (for example, the predetermined interval in FIG. 5). It is determined whether or not the time is less than the time corresponding to the value T1. In this case, since the injection interval included in the injection pattern is basically defined by the crank angle, the PCM 10 converts the injection interval defined by the crank angle into time based on the current engine speed, The determination in step S12 is performed using the injection interval converted into time.

As a result of the determination in step S12, when it is determined that the injection interval is less than the predetermined time (step S12: Yes), the process proceeds to step S13. On the other hand, when it is not determined that the injection interval is less than the predetermined time (step S12: No), that is, when the injection interval is equal to or longer than the predetermined time, the process proceeds to step S17. In this case, since the residual voltage of the solenoid is almost zero at the time of the second fuel injection, the fuel injection timing and the fuel injection amount at the second fuel injection are hardly affected by the residual voltage. Therefore, in step S17, the PCM 10 drives the combustion injection valve 67 according to the injection pattern as it is as usual. That is, the PCM 10 corrects the pulse width of the control signal of the combustion injection valve 67 and does not convert the crank angle for starting fuel injection into time, so that the fuel injection timing and fuel injection period specified in the injection pattern Accordingly, the combustion injection valve 67 is controlled.
In step S17, the PCM 10 monitors the crank angle detected by the crank angle sensor SW12 for the first fuel injection, and at the timing when the crank angle detected by the crank angle sensor SW12 becomes the crank angle CR1. The injection valve 67 is opened, and for the second fuel injection, the fuel injection valve 67 is opened at the timing when the crank angle detected by the crank angle sensor SW12 becomes the crank angle CR2. That is, the PCM 10 performs the second fuel injection control on the basis of the crank angle rather than the elapsed time after the first fuel injection. In the situation that has proceeded to step S17, the fuel injection timing and the fuel injection amount in the second fuel injection are hardly affected by the residual voltage, so that the desired fuel injection control is performed on the basis of the crank angle as usual. Proper fuel injection is performed at the piston position.

  On the other hand, in step S13, the PCM 10 determines the crank angle at which the second fuel injection is started (that is, the crank angle at which the combustion injection valve 67 is opened for the second time) based on the current engine speed. Converted to the time after the end of injection, this time is set as the determination time. After the first fuel injection, the PCM 10 counts up with a timer from the end of the first fuel injection. In step S14, the counted up time is set to the determination time set in step S13. It is determined whether or not. That is, the PCM 10 determines whether or not the determination time has elapsed since the end of the first fuel injection. As a result, when it is determined that the determination time has elapsed since the completion of the first fuel injection (step S14: Yes), the process proceeds to step S15. On the other hand, if it is not determined that the determination time has elapsed since the end of the first fuel injection (step S14: No), the process returns to step S14, and the PCM 10 determines that the counted up time is the determination time. Until the determination in step S14 is repeated.

  In step S15, the PCM 10 acquires the solenoid voltage (residual voltage) of the fuel injection valve 67 detected by the voltage sensor SW19. In step S16, the PCM 10 determines the pulse width of the control signal of the fuel injection valve 67 according to the solenoid voltage (residual voltage) acquired in step S15, and the combustion injection valve 67 by the control signal having this pulse width. Drive. For example, the PCM 10 predefines the relationship between the pulse width of the control signal and the fuel injection amount as a map for various residual voltages in the solenoid of the fuel injection valve 67 (for example, various maps as shown in the graph G12). The map corresponding to the residual voltage acquired in step S15 is selected from such a map, and the fuel injection specified in the injection pattern is referred to with reference to the selected map. The pulse width of the control signal corresponding to the amount (desired fuel injection amount) is adopted.

  In the flowchart shown in FIG. 10, the residual voltage of the solenoid is constantly detected by the voltage sensor SW19. However, the residual voltage of the solenoid may be detected every predetermined time (every long time). This is because the residual voltage characteristic (attenuation characteristic) of the solenoid of the fuel injection valve 67 hardly changes as described above. In this way, when the residual voltage is detected every predetermined time, the detected residual voltage is used for obtaining the attenuation characteristic, and instead of determining the pulse width of the control signal of the fuel injection valve 67 based on the residual voltage. In addition, for example, the pulse width of the control signal of the fuel injection valve 67 may be determined based on the injection interval. In this case, the relationship between the pulse width of the control signal and the fuel injection amount is defined in advance as a map for various injection intervals between the first fuel injection and the second fuel injection based on the attenuation characteristic of the residual voltage. (For example, a map as shown in the graph G12 is defined for various injection intervals), and a map corresponding to the injection interval to be actually applied is selected from such maps, and the selected map is selected. Referring to the control signal pulse width corresponding to the fuel injection amount (desired fuel injection amount) defined in the injection pattern.

(Second embodiment)
Next, the fuel injection control according to the second embodiment of the present invention will be described with reference to FIG. FIG. 11 is a flowchart showing fuel injection control according to the second embodiment of the present invention. This flow is also repeatedly executed by the PCM 10.

  The processing in steps S21, S22, and S29 is the same as the processing in steps S11, S12, and S17 in FIG. Below, the process after step S23 is demonstrated.

  The process of step S23 is performed when it is determined that the injection interval is less than the predetermined time (step S22: Yes). In step S23, the PCM 10 refers to the attenuation characteristic of the residual voltage in the solenoid of the fuel injection valve 67, which is obtained in advance from the detection signal of the voltage sensor SW19, and at the time of starting the second fuel injection (that is, 2). The residual voltage is estimated when the fuel injection valve 67 is opened in the second fuel injection. In this case, since the start timing of the second fuel injection is defined by the crank angle, the PCM 10 determines the crank angle based on the current engine speed (specifically, after finishing the first fuel injection). Elapsed time from) and referring to the decay characteristics of the residual voltage, a residual voltage corresponding to the converted time is obtained. The attenuation characteristic of the residual voltage is defined by, for example, a map showing the relationship between the elapsed time and the residual voltage as shown in FIG. 6 (the pulse width of the control signal may be further used as a parameter for defining the map). . Note that when estimating the residual voltage at the start of the second fuel injection based on the attenuation characteristic, the voltage or current supplied to the fuel injection valve 67 by the PCM 10 may be further taken into consideration. In that case, the damping characteristic may be defined using the voltage or current supplied to the fuel injection valve 67.

  Next, in step S24, the PCM 10 obtains an amount by which the opening timing of the fuel injection valve 67 is advanced in the second fuel injection (valid opening early amount) based on the residual voltage estimated in step S23. The amount of early opening of the valve is determined based on the reference valve opening timing (when the residual voltage of the solenoid 67 is almost zero when the PCM 10 gives an opening instruction to the fuel injection valve 67). This indicates the degree to which the opening timing of the fuel injection valve 67 is advanced with respect to (opening timing), and is expressed in time (msec). For example, a map showing the relationship between the residual voltage in the solenoid of the fuel injection valve 67 and the valve opening advancement amount corresponding to the residual voltage is created (in one example, the residual voltage and injection as shown in FIG. 7). PCM 10 refers to such a map, and PCM 10 refers to such a map, and the valve opening advancement amount corresponding to the residual voltage estimated in step S23 To get.

  Next, in step S25, the PCM 10 determines the pulse width of the control signal applied to the fuel injection valve 67 in the second fuel injection based on the valve opening early acceleration amount obtained in step S24. Specifically, the PCM 10 determines only the pulse width corresponding to the fuel injection amount that increases in accordance with the valve opening advancement amount from the pulse width of the original control signal (for example, included in the injection pattern acquired in step S21). By subtracting, the pulse width of the control signal to be finally applied is determined. In this case, the PCM 10 shortens the pulse width of the control signal to be finally applied as the valve opening early amount increases.

  Next, in step S26, the PCM 10 converts the crank angle at which the second fuel injection is started into a time after the end of the first fuel injection based on the current engine speed, and this time is used as a determination time. Set. After the first fuel injection, the PCM 10 counts up with a timer from the end of the first fuel injection. In step S27, the counted up time is set to the determination time set in step S26. It is determined whether or not. That is, the PCM 10 determines whether or not the determination time has elapsed since the end of the first fuel injection. As a result, when it is determined that the determination time has elapsed since the completion of the first fuel injection (step S27: Yes), the process proceeds to step S28. In step S28, the PCM 10 drives the combustion injection valve 67 with a control signal having the pulse width determined in step S25. On the other hand, if it is not determined that the determination time has elapsed since the end of the first fuel injection (step S27: No), the process returns to step S27, and the PCM 10 counts up the counted time as the determination time. Until then, the determination in step S27 is repeated.

<Effect>
Next, functions and effects of the engine fuel injection control apparatus according to the embodiment of the present invention will be described.

  According to the present embodiment, the residual voltage corresponding to the residual magnetism of the solenoid of the fuel injection valve 67 is detected by the voltage sensor SW19. The larger the detected residual voltage, the shorter the valve opening period of the fuel injection valve 67. Therefore (in particular, refer to the first embodiment), it is possible to apply an appropriate valve opening period to the fuel injection valve 67 in consideration of the influence of the residual magnetism of the solenoid of the fuel injection valve 67. Accordingly, a desired fuel injection amount (required fuel injection amount) can be appropriately injected from the fuel injection valve 67 without being influenced by the residual magnetism of the solenoid of the fuel injection valve 67. As a result, it is possible to appropriately suppress fluctuations in output torque and deterioration in emissions resulting from the fuel injection amount deviating from a desired amount. Further, the residual voltage of the solenoid of the fuel injection valve 67 appropriately represents the residual magnetism of the solenoid, and is appropriate by providing the voltage sensor SW19 on the wiring connecting the PCM 10 and the solenoid of the fuel injection valve 67. Therefore, the fuel injection control according to the present embodiment can be appropriately realized with a simple configuration.

  Further, according to the present embodiment, the attenuation characteristic of the residual voltage of the solenoid of the fuel injection valve 67 is obtained based on the change in the voltage detected by the voltage sensor SW19, and the residual voltage at the time of fuel injection is estimated from this attenuation characteristic. Since the valve opening period of the fuel injection valve 67 is set (see particularly the second embodiment), specifically, the larger the estimated residual voltage is, the shorter the valve opening period of the fuel injection valve 67 is. The desired fuel injection amount can be appropriately injected from the fuel injection valve 67 regardless of the influence of the residual magnetism of the solenoid of the fuel injection valve 67.

  In the present embodiment, when the injection interval is short, the first fuel injection is controlled to open the fuel injection valve 67 based on the crank angle, and the second fuel injection is performed after the first fuel injection. The fuel injection valve 67 is controlled to open based on the elapsed time from the start. More specifically, the crank angle at which the second fuel injection is to be performed is converted into an elapsed time after the first fuel injection based on the engine speed, and this time is used as the determination time, and the fuel injection valve Control to open 67 is performed. As a result, the fuel injection valve 67 is opened at a desired timing regardless of the change in the crank angular velocity, and the fuel injection is performed for an appropriate valve opening period in consideration of the influence of the residual magnetism according to the valve opening timing. It can be applied to the valve 67. Also by this, a desired fuel injection amount can be appropriately injected from the fuel injection valve 67 without depending on the influence of the residual magnetism of the solenoid of the fuel injection valve 67.

  Further, according to the present embodiment, when the residual voltage is estimated from the attenuation characteristic as described above, the crank angle for opening the fuel injection valve 67 is converted into time, and the attenuation characteristic is used using the converted time. Therefore, the estimation accuracy of the residual voltage can be improved. Specifically, it is possible to appropriately estimate the residual voltage without depending on the change in the crank angular velocity.

<Modification>
In the above, the embodiment in which the present invention is applied to the second fuel injection has been described, but the present invention is also applicable to the third and subsequent fuel injections. When the present invention is applied to the third and subsequent fuel injections, the fuel injection control (particularly the fuel injection valve 67) is performed using the elapsed time after the first fuel injection or the elapsed time after the last fuel injection. (Control relating to the valve opening timing) may be executed.

  Moreover, although embodiment which applies this invention to an HCCI engine was shown above, application of this invention is not limited to this. The present invention is also applicable to, for example, a diesel engine.

1 engine 10 PCM
18 cylinder 21 intake valve 22 exhaust valve 25 spark plug 67 fuel injection valve SW19 voltage sensor

Claims (4)

An engine fuel injection control device including a solenoid fuel injection valve,
Voltage detecting means for detecting the voltage of the solenoid of the fuel injection valve;
The residual voltage attenuation characteristic of the solenoid of the fuel injection valve is a characteristic that attenuates as time elapses after fuel injection, and an attenuation characteristic calculation means for obtaining the attenuation characteristic based on a change in voltage detected by the voltage detection means; ,
Fuel injection control means for setting a valve opening period of the fuel injection valve based on a fuel injection amount corresponding to an operating state of the engine and controlling the fuel injection valve based on the valve opening period, the fuel injection control Means for estimating a residual voltage at the time of fuel injection from the attenuation characteristic obtained by the attenuation characteristic calculating means, and correcting the set valve opening period based on the estimated residual voltage; and
Have
The fuel injection control means, in the case of performing one of two or more fuel injection for combustion in the cylinder of the engine, injection interval of the fuel injection is set based on the crank angle, by injecting fuel If it is less than a predetermined time until the residual voltage of the solenoid disappears , the first fuel injection is controlled to open the fuel injection valve based on the crank angle, and the second and subsequent fuel injections are performed for the first time. The residual voltage is estimated from the attenuation characteristics based on the elapsed time after fuel injection, and control is performed to shorten the opening period of the fuel injection valve as the residual voltage increases . Fuel injection control device. The engine fuel injection according to claim 1 , wherein the fuel injection control unit corrects the set valve opening period to be shorter as the residual voltage is larger, and controls the fuel injection valve based on the valve opening period. Control device. The fuel injection control means converts the crank angle at which the second and subsequent fuel injections should be performed into an elapsed time after the first fuel injection based on the engine speed, and based on this elapsed time, performs control for opening, the fuel injection control device for an engine according to claim 1 or 2. The fuel injection control unit, when the injection interval is not less than the predetermined time, the second and subsequent fuel injection, performs control to open the fuel injection valve on the basis of the crank angle, according to claim 1 to 3 The fuel injection control device for an engine according to any one of the above.

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